Steam-engine



.l. S. BELL:

STEAM ENGINE.

APPLICATION FILED APR-2.1918.

Patentd Dec. 16,1919.

2 SHEETSSHEET 1.

INVENTO WITNESSES J.,S. BELL. STEAM ENGINE. APPLICATION FILED APR-2.19m.

Pafented Dec.16,1919,

2 SHEETS-SHEET 2 UNITED STATES PATENT OFFICE.

JOSEPH SNOWDEN BELL, OF BROOKLYN, NEW YORK.

STEAM-ENGINE.

To all whom it may concern.

Be it known that I, Josizrii Snowman BELL, of Brooklyn, in the county of Kings and State of New York, oflic e'No. 149 Broadway, New York, have invented a certain new and useful Improvement in Steam-Engines, of which improvement the following is a specification.

' My invention relates generally toreciproeating piston steam engines of the single expansion type, and, more particularly, to marine engines, and its ob ect is to provide an ,engineof such type which shall be of co nparatively simple and inexpensive construction; involve low maintenance charges, effectan economical utilization of steam; and be readily and quickly operable bytheengineer, in stopping, starting, and reversing,

The improvement claimed is hereinafter fully set forth.

The material economy, as to fuel and water consumption of multiple expansion steam engines, has long since been fully recognize'd, andthe adoption of thls'type in engines of large power, particularly thoseof steam vessels, has, for this reason, become practically universal. So far, indeed, has the general approval been extended, that, in many cases, the important question of commercial economy has been given but little, if any, consideration, and practice which is, theoretically, entirely correct, has been followed, not only without effecting any commercially economical result, but, on the other hand, involving a positive increase of operative cost. This is particularly noticeable in the case of the smaller class of steam vessels employed inv harbor, inland, and canal navigation, the engines of which are of comparatively small power, thelconsumption lent of two single cylinder engines, and a triple expansion engine of three, and, in some cases, of four. 7 The latter type also requires an increase of engine room force. Manifestly this increase of machinery and cost is un- Specification of Letters Patent. Pate nted bec, 16, 11919,

Application filed April 2, 1918. Serial umaaaaso." v

economical, unless substantial reason for it can be adduced, whlch, except for engines of comparatively large power, does not appear.

With small fuel consumption, there is', obviously, not the capacity offefi'eotin'gl any substantial savin i f y e e small economy of u'el may beattained by-the employment of a multiple expansion engine,

may be, and generally is,more"tlianoffset by the greater overhead iehsrg'sof interest on 'cost of construction'," andmaintenance costs over tho'se of the, simplerand'l pensive single expansion engine.

The single cylinder engines of:

latter type have heretofore 'beemordifnarily operated at comparativelylow"'ste'a;ni*pressures,

and have not fbeen" fitted with expansion valve mechanism of approved moderntype.

As a result,theifiperformaheehas'not compared as favorably with that of inultipleex pansion eng nes as"would fbe thmcase under more nearly equal "conditions? i In many "of the older sin gle cylinder 'engiifes,"the inain distribution "valveis of tlislid type, Fa'alhd expansion," is e'li'ec tedi by'W-"th'e sorcalled Meyer cut off valves, which are',-in fact,

those of the U. S3 'patentof Horatio No. 2,227, dated .Augiist 'fil, 184i". The e an off valvesar'e' blocks; riding on tliemain valve, and manually adjusta ible 'towa'rd and from each other,'to closesteam passages through the main valve, at e'arlier' or' later periods in the stroke. 111 enginesof above, say,twenty-four inches diameter of cylinder, the main valve becomesis'oheavy thata pinion and segment gear, the operation of which is less speedyand convenient than" "that of a reverse lever, is requ'ired for'reversing, and the manual adjustment of the cut oil" valveblocks, by a-ratchet mi,- requires additional time. The resultantcomparative slowness of reversing, *and' the liability to put the engin'e on-the center in the operation, are materially "objectionable in single cylinder engines of 'the' construction above referred to. "This objection i's minimized, and improved means for efi'ectv mg and varying cut offare provided, by my invention, without involving any increased cost or complication of the engine structure. In the accompanyingdrawings2' Figure 1 is a front view, in elevation, of a marine steam engine, illustrating 'an embodiment of my invention; Fig. 2, a side view, partly in section, of the samepand; Fig. 3 ajhoriline III, III, Fig. 2.'

My invention is herein exemplified as applied in a single cylinder vertical direct acting marine cngine,'which, except as to the fcatiires f my invention hereinafter dcscribed, is of a construction long and well known in the art. The cylinder, 1, is bolted {othe top of alrA frame or pair of housings, 2,;1Vhich a-l'eufirnily secured to a bed plate, 3,

adapted-to be supported on suitable keelsons I in a vessel. ,The cylinder is fitted with a properly packed piston, 4, which is secured {01. alpist e Le massing through tnfl s box ,,1i, inst 1e, lower head'of thec-ylinder, and ear yi ng.,,a cross head, ,5, which slides on fgni des fi -on the housings, ,The cross head isconpled, ,b coimec-ting rod, 7 to acrank ivhich is coupledto a tail shaft or propeller shaft (not shown) .i n the usual manner, in the practice of my invention, referring 4;; descriptiycly to the specific embodiment rthereofvavhich Dis herein exen'iplified, I, proide 'alvelchest, -10,, which is (located at ltliegfront. of the, cylinder, 1, and is preferzontal section. on an enlarged scale, on the .'ably,, as sho vv n'castintegral therewith. The v r, V wal'vte fclhcstis closed at its endsfby remov- "able heads, 10",,and, communicates, nearits It)";ends xv'ith induction-and; eduoti'on ports; 1, 1=.,formedgingthe cylinder casting and leadting into the cylinder, 1, at Ifopposite ends hereoi'r. A, steam passage, 1 is vfo'rr'nedon athe valve chcst, intermediate of theports, 1, 1,. and a steam supply pipe, 12, which 3 3 is controlled 'by athrottle valve (not shown), i leadsifiron a steam boiler into said passage. {Anexhaust passage, 10", formed on the side the valve chest opposite the steam pasiend's thereoflandlan exhaust pipe, 13, leads -,fr nn the,exhanstKpassage to a condenser,

, or, to theatniosphcre if the engine be noncondimsing. V v. v a 46; The. inain steamdistribution valve and the i eutoff valije which have beenselected for XQll,lDllfiCl;lli 0l l ,herein, conform, in all es-. in, sential; particulars, with those which have 1 long been in extended practical service in the well known ,Buckcve stationary steam engine}. .Theilatcsttlesign of said valves is 1 set forthiin Patent No. 808,814, granted to -Buck'eye Engine Company, as assignee of E..-T;.,Cope, December 19, 1905, and there Eli-tore, in and of themselves, they are not claimed as of my invention. Theywill not,

; therefore, be more-fully described herein timnavilt-suftice to make clear their operativearelation togthe other members with 60 .which they are combined. i

The main steam distribution valve, comprises two properly packed piston heads, 14,

, which are connected by rods, '14, fitted to be reciprocated in bushings, 11, fitted in the 66 valve chest and to control communication,

40 ;t tgc,; ,opens, into the valve chest, at opposite 1 of the housings,

through ports, 11, therein, and ports, 1t", in the \v'allso'f'thepiston heads, bctwccn the steam passage, 1, and the interior of the valve chest, which is continuously open thereto, and the cylinder ports 1, 1. The main .valve fixed on a hollow or tubular stem, 14", which passes through a stulling box, 10", inthe lower hcad of the valve chest. The piston headsbeing subject tocxhaust pressure on their outer sides, andto steam pressure. in opposite directions, respectively, on their.innersidesit will be seen that the maiirvalve is in' 'j')tfi fci -t balance,"as to pres-- sure, and its weight, whichis comparatively' slight and acts downwardly, may. if desired, be compensatedby any suitable kno wnform of counterbalance in the ordinary manner.

The cutoff vali'fe' eoniprisestwo sleeves or annular heads 15"eachconnect'ed b ribs 1 7 v a .to centralhub, and fitted truly to're'cipf'i foc'ate in str et the pistonfheadsof the main valve. The j heads of the" cut .oft' val re" a re Sccu red at adeer mi ned" and initariable d i s- ,t-an'ee apa1't,'iipon dow nwa' u'gh th ofth'e' naa n he i p ist i utioni valve" may be actuated by any suitablefknown valve operating gear having the ityoffe frovers; the direction "o'f rettition pf rtlie cran s a'ml- 'oflimparting maxi- I 'muiir travel ,to' the ,v'alve," when adjusted for fithe'n fa mer or back mdt n" This smphenson link 'inotioml which .of its si nplicit;\". an(t early applicability,

well adapted for tiperafiiig tlie main 'valve, has therefore been selected or exen iplifieation herein,"":'1'nd" as shown, comprisesi' as usual, a slotted rev'ersinglink; 16, which is coupled, near one of its ends, to the rod, 17?. ofjthe forvv ard eccentric, 17fand,near the other enthto' ther'od, 18,'o'fthe"backin g eccentric, 18. The stem 14. of the inai'n.

stem, 15?, which extends distribution' valve, carries, on its lower end,'' if in the slotof the nale'd on cross head. I p

A reverselevei, '19, whichis'joilrnaled in a bearing, 19, on; the "housing linember'fwhich carries the guides, 14, is 'couplcd byafrod,

19" to the reversing link, and is movable over a segment, 20, in which is. formed an ahead notch, 20?, and an astern notch. 20".

By movement of the reverse lever into'"'engagernent with one or the.other, of said notches, the reversinglink is I'noved into position to impartmovement to'th'e cross head,

14, and connected main distribution val ve,

from either the'forward or theba cking cc centric, as the'cas'e' may be, the traverse of the valve being effected to the maximum due to the throw of said eccentric. No notches pin, project iu'g from the for dill'ercnt points ol cut oil are provided in the segment. 20, as it is inlcmled that the main valve shall nave lull travel lor either cut oil. in forwardmotion, in which direction only the cut oil valve is designed to be operated,as may l'romtime totilne be desired,

is imparted to the cut oil valve, 15, by a cut oil link, 21, which is of the same type as the reversing link, 16, and has a die or block, 21, similarly fitted in its slot. The stem, 15", of the cut off valve, passes through aslulling box, 11, on the lower side of the cross head, 11', ot' the main valve stem, and is coupled, at its lower end, to the die 21 The cut olf link is coupled, nearone of its ends, to the rod, 22*, of a cut off eccentric. 2'2, fixed on the crank shaft at an angle of approximately ninety degrees to the crank (that of one hundred and eight degrees being one which is suitable), and its opposite end is pivoted to a bar, '23, fitted to slide, transversely to the common axis of the valve stems, in guides, 23, bolted to the adjacent housing member. The specific means of pivoting the cut off link at one end which herein illustrated, is not an essential of my invention, as that end, at which it is inoperative to impart movement to the cut off valve, may be otherwise pivotally supported, in the discretion of a constructor skilled in the art.

A double armed cut off lever, 21, which is journaled in a bearing, 21, on the housing member adjacent to the bearing of the reverse lever. 19, so as to be operable by the engineer without changing his position in handling the engine, is coupled to the cut off link by a rod, 24;", :and is movable over a segment, 25, in which is formed a plurality of notches, with any one of which the cut off lever may be engaged, by a latch handle, 2&

and latch 24. By reason of the pivotal sup-- port of one end of the cut off link, its vibratory movements are derived wholly from the cut off eccentric, 22. to which its opposite end is connected. \Vhen the cut off link is in the position in which its pivot to its guide bar is in line with the cut off valve stem, no movement will be imparted to the cut off alve, 15, and the main valve bein moved through its full traverse, in either forward or back motion, as before stated. steam distribution will be effected at full stroke. By outward movement of the cut off lever, an d resultant inward movement of the cut off link,'21, a greater or less degree of traverse will be imparted by the cut off eccentric, 22, to the cut off valve stem, 15", and connected out off valve, 15, and steam will be cut off at a correspondingly shorter or longer period in the stroke of the piston.

In starting the engine ahead, the cut ofi' ,with the ahead notch of its segment.

link is adju ted to lhe position in which its pivot to its guide ha r is in line Willi the cut oll' valve stem, so as to beinoperative on the cut oli valve. the throttle is opened, and the inverse levclflis, Zl shown in l ig.l, engaged After getting under way. the'cut oll" lever is moved to position on its segmentto adjust the cut oll' link to the point of cut oil desired, the adjustmcul being shown in Fig. 1 as for one quarter stroke cul olt'. Be ore stopping or reversing. lhe cut olt' lever is always moved to position to rcndcr'tlle cut oil? link inop- (l':\ll\'t. on the cut oil valve, and the engine is handled by the reverse lever, which effects l'ull stroke of the main valve, in either direction or movement of the crank shaft, and continuously throughout such movement, whether or not the cut ott' valve may be operated.

Among the advantages of my invention which will be apparent to those familiar with the construction and operation of steam engines of the marine type, are the low first cost and maintenance charges of an engine embodying the invention, as compared with a multiple expansion engine of equal power; the economical utilization of steam by the expansion mechanism provided; and the capacity of quick and easy handling of the engine and reduced liability to stoppage on the center in t-he'operation.

I claim as my invention and desire to secure by Letters Patent:

1. The combination, in a single cylinder steam engine, of a cylinder; a piston fitted to reciprocate therein; a main distribution valve. comprising two connected pistons, each having a port adapted to register with a cylinder port; a cut of valve, comprising two connected pistons. each adapted to control a port of one of the main valve pistons; a forward and a backing eccentric; a slot ted main valve link, coupled to the rods of said eccentrics: a die fitting the slot of said link and coupled to the stem of the main valve: a slotted cut off valve link; a support to which said link is pivoted at one end and steam engine. of a cylinder; a piston fitted to reciprocate therein; a main distribution valve controlling the cylinder induction and cduction ports; a cut off valve; a slotted main valve link. coupled to the rods of forward and backing eccentrics; a die fitting the slot of said link and coupled to the stem of the main valve; a slotted cut off link,

coupled, at one end, to an eccentric rod; a and coupled, respectively, to thomuin and to support, movable transversely to the line of the cut off link.

valve traverse and coupled to the other end of said cut 011? link; a die fitting the slot of SNOWDEN E said cut oil link and coupled to the stem of Vitnesses:

- the cut oil' valve; and manually operable EDWARD A. WRIGHT,

levers, pivoted, adjacent one to the other, GEORGE E. BROWN. 

